Newmarket Viaduct landscape & urban design …...to the development of an Urban Design Plan which:...

LANDSCAPE & URBAN DESIGN FRAMEWORKnewmarket viaduct

Prepared For Transit New Zealand by:

Transit New Zealand

Fulton Hogan

Leighton Contractors

VSL New Zealand

Beca Infrastructure

Tonkin & Taylor

Boffa Miskell

Date: 07 November 2008

Revision: G

Status: Final

1.0 introduction 1

1.1 purpose 1

1.2 project delivery 1

1.3 scope 1

2.0 background 2

2.1 newmarket viaduct project route 2

2.2 rationale for the project 2

2.3 designation & approvals 3

3.0 planning context 4

3.1 central motorway improvements 4

3.2 relationship with other documents 5

4.0 newmarket viaduct project 6

4.1 project description 6

4.2 project objectives 6

4.3 transit alliance procurement model 6

4.4 project timeline 8

4.5 project summary - designated works 9

5.0 physical context 10

5.1 overview 10

5.2 topography/geology 11

5.3 heritage & histories 12

5.4 vegetation & biodiversity 15

5.5 significant views 16

5.6 linkages & circulation 19

5.7 land use zoning & urban structure 20

5.8 built form, architecture & precincts 21

5.9 urban character 22

5.10 development/planning opportunities 23

contentsPAGE

6.0 urban design initiatives 24

7.0 design initiatives 25

7.1 overview 25

7.2 sector areas 26

7.3 place, experience, movement 26

7.4 sector 1: gillies ave to clovernook road 29

7.5 sector 2: clovernook road to broadway 33

7.6 sector 3: broadway to mahuru street 36

7.7 sector 4: st marks road and on-ramp 39

7.8 sector 5: mt hobson road 42

7.9 sector 6: viaduct structure 45

8.0 urban design opportunities 48

8.1 overview 48

8.2 impetus for evaluation 48

8.3 previous urban design investigations 48

8.4 next steps 49

9.0 implementation 55

9.1 project capital works 55

9.2 masterplanning 56

Attachment A: terms of reference 58

Attachment B: alliance charter 59

newmarket viaduct :: LANDSCAPE & URBAN DESIGN FRAMEWORK

1

1.0 introduction1.1 purpose

This Landscape & Urban Design Framework (the Framework) has been prepared to provide overall design direction for the Newmarket

Viaduct Project (the Project). The Framework seeks to establish a balance between the State highway safety and operational objectives

of Transit New Zealand (Transit) and the wider physical and environmental considerations relating to Newmarket as an urban area.

The requirement for a Landscape & Urban Design Framework for the Project is set out in the conditions of the designation that has

been secured for the Project. The Framework is to be developed in collaboration with a Working Party consisting of representatives

from Auckland City Council (Council) and local iwi. It shall be a document that understands the physical context of the Project and sets

out the Project parameters/principles, design fundamentals and anticipated outcomes. It is intended that this Framework will ensure a

coherent approach to design and decision making for the Project.

1.2 project delivery

The Newmarket Viaduct Project is currently at the developed design stage. Planning approvals for the Project have been secured.

The Project will be delivered under the Transit Alliance Model (refer Part 4.3 of this document). The current project phase is called the

‘Interim Project Alliance Variation Agreement’ stage (IPAVA). As a minimum, engineering specimen design is taking place, with more

developed design occurring for more critical aspects of the Project, which require investigation through design. This Framework is being

prepared in parallel with this design phase.

The next phase of the Project will be detailed design and construction. Construction of Newmarket Viaduct is expected to commence in

2008.

1.3 scope

The scope of this Framework is two-fold. In the first instance it covers the designated works. These are the works and improvements

required to accomplish the objectives of the Project and replace the existing Newmarket Viaduct. Secondly, the Framework addresses the

contextual considerations of the wider Project Area – Newmarket and its surrounds. It will assist with identifying opportunities for further

development and enhancement in partnership with Council or other parties.

The Framework reflects Transit’s understanding that the State highway network has a wider sphere of influence on the structure of urban

areas than the immediate land it traverses. As a result, the scope of this Framework covers land outside of the Transit designation for this

Project. Where initiatives have been identified for such areas, collaboration and cost-sharing with other parties on the design and delivery

of these initiatives will be required.

2


2.1 newmarket viaduct project route

The Project route is approximately 2.1 kilometres long and extends along a key stretch of existing motorway. It includes Newmarket

Viaduct which spans 700 metres across a valley between Mt Eden and the slopes of Mt Hobson. The viaduct rises more than 20 metres

above Newmarket, an established urban area of inner-city Auckland.

The length of State Highway 1, which the Project traverses is the most heavily trafficked piece of road in New Zealand, with more than

200,000 vehicles per day. It is a critical link in the State highway network, as a result it is fundamental that a robust, safe and efficient link

through this area is maintained.

Newmarket Viaduct was completed in 1965 to link the Southern Motorway with ‘spaghetti junction’ and the Auckland Harbour Bridge,

relieving traffic from Great South Road and Newmarket village.

2.1.2 design ingenuity

Newmarket Viaduct was the first bridge constructed in New Zealand to adopt a prestressed continuous box-girder design. It has been

subsequently hailed as an innovative example of bridge design. The original design of Newmarket Viaduct also exercised foresight by

providing a 3-lane capacity bridge with space for stopping traffic. Victoria Park Viaduct which was constructed at the same time included

only two lanes in each direction.

2.2 rationale for project

Investigation and studies into the performance of the existing Newmarket Viaduct has occurred since the 1990’s. These investigations

have covered aspects such as seismic performance, maintenance reporting, road geometry, stormwater management, traffic capacity &

efficiency, safety and enhanced edge protection (amongst others).

Of particular note during these investigations was the need to provide improvements in the following areas:

Replacement of the existing viaduct was considered the most feasible option by Transit and their investigation team in order to address

the above issues (based on construction risk, cost, lane closures, and effects on the integrity of the original structure).

2.0 background


3

2.3 designation & approvals

A Notice of Requirement to alter the designation to replace Newmarket Viaduct and carry out southbound lane improvements along

the Project route was lodged with Auckland City Council at the end of 2005. A hearings process confirmed the approval of this Notice

of Requirement, and land required to carry out the replacement of Newmarket Viaduct has been formally recognised by Auckland City

Council through a designation (with conditions) that has been included in their district plan (Auckland City District Plan – Isthmus 1999).

2.3.1 designation conditions

The designation conditions require a number of detailed Project-specific plans to be prepared and approved by relevant authorities prior

to the commencement of any construction on the Project.

Of relevance to the Framework particularly are the conditions set out in Part 8 of the Final Designation Conditions document that relate

to the development of an Urban Design Plan which:

“shall depict the overall urban design concept and provide a framework for the design intent, layout and urban design measures…”

Condition 8.2(a).

Condition 8.2 of the designation sets out the requirements for an UDP. These requirements are that it shall be:

Place).

This Framework seeks to satisfy the conditions set out in Part 8 of the Final Designation Conditions document , and to provide overall

direction on the development, design and delivery of the Newmarket Viaduct Project.

Preparation of Urban

Design Framework

Designation Conditions

Urban Design Working Party

Urban Design Panel Comments

Transit CMI Framework

Transit Urban Design Principles

Outline Plan of Works &

Detailed Design

Figure 1: Urban Design Framework Inputs & Considerations

DESIGNATION CONDITIONS

2.3.2 the framework & the working party

An Urban Design Working Party has been established consisting of Auckland City Council Officers and iwi representatives in accordance

with Designation Conditions. The purpose of this working party is to assist in the identification and peer review of urban design

initiatives, opportunities and actions for this Project.

Collaboration with the Working Party will assist with ensuring a better integrated project outcome, where the safety and operational

requirements of Transit is balanced with the wider intentions for an improved urban form beneath and adjacent to Newmarket Viaduct.

The Newmarket Viaduct Working Party met for the first time on 19 July 2007. A Terms of Reference has been developed and is attached

to this Framework as Attachment A.

4


3.1 central motorway improvements

The Newmarket Viaduct Project is part of a suite of improvements to Auckland’s central motorway network. The project will be key to

extending the transport efficiency gains established by the CMI projects at the centre of Auckland City’s motorway network.

As a signatory to the New Zealand Urban Design Protocol 2005, Transit has made a commitment to quality urban design outcomes.

Transits Urban Design Policy (August 2007) seeks to:

serve.

Transit Planning Policy – Urban Design Policy, August 2007

In 2001 Transit prepared the CMI Urban Design Framework. This urban design framework established the overall direction for built

elements, natural elements, open space and development opportunities for the CMI projects.

The Newmarket Viaduct Project is located at the southern extent of the CMI projects and ascribes to the same Project vision and

objectives as the CMI projects identified in the CMI urban design framework. This approach ensures consistency in the design and

delivery outcomes between the Newmarket Viaduct project and the remainder of the CMI Projects.

The CMI vision recognises how motorway improvements in this part of the Auckland motorway network represent an opportunity

to enrich the lives of Aucklanders over many years, and that such an opportunity may not arise again for many years. Subsequently

urban design is fundamental to ensuring motorway improvements enhance their surrounding environments, reflect local identity and

distinction, while achieving Transits goal of providing for a safe and efficient motorway system.

3.1.1 cmi vision

The Newmarket Viaduct Project ascribes to the CMI vision:

“To create a motorway corridor that:

3.0 planning guidance

CMJ - CENTRAL MOTORWAY JUNCTION

NEWMARKET VIADUCT

GGP - GRAFTON GULLY PROJECT

VPT - VIC PARK TUNNEL

AUCKLAND CBD

NORTHWESTERN MOTORWAY

MOTORWAY SOUTH

MOTORWAY NORTH


5

Figure 2: Central Motorway Improvement Projects

3.2.2 cmi objectives

The Central Motorway Improvements (including Newmarket Viaduct) seek to achieve the following objectives:

balanced with the above urban design objectives”.

3.2 relationship with other documents

This framework has been prepared cognisant of the following relevant frameworks, strategies and documents:

City Council 2007

6


4.1 project description

The Newmarket Viaduct Project will replace an existing 6 lane motorway viaduct that links Auckland’s southern motorway (SH1) with

Auckland’s CBD. The existing viaduct was completed in 1965 and consists of 6 traffic lanes spanning approximately 700 metres across

Newmarket. The new viaduct will be of similar scale, comprise 7 traffic lanes (30 metres wide), and adopt a construction methodology

that enables the continued passage of traffic along this stretch of motorway during the construction period.

The extent of the Project corridor runs from Gillies Ave interchange (in the north) to Market Road (in the south), approximately 2.1

kilometres in length.

The new motorway viaduct will provide 4 southbound lanes, and 3 northbound traffic lanes. The additional southbound lane is

necessary in order to realise the capacity and efficiency benefits established by the Central Motorway Junction project (CMJ) and the

Grafton Gully Project (GGP), which have provided 4-lane capacity for all southbound traffic. The Newmarket Viaduct Project will extend

this southbound lane capacity through to Market Road.

4.2 newmarket viaduct project objectives

The Newmarket Viaduct Project Objectives are as follows:

and seismic vulnerabilities.

4.3 transit alliance procurement model

Transit will be using their Alliance procurement model to deliver the design and construction phases of Newmarket Viaduct. The

Alliance procurement model is considered to be the most suitable method for high-risk and highly complex projects.

Figure 3 illustrates the project design and delivery phases for Transit projects. The Alliance procurement method is being introduced at

the developed design phase, where it is considered advantageous to engage the design and construction team as early as possible. This

enables the design and construct team to scrutinize and be involved in the resolution of critical issues from the early stages of design to

ensure buildability and practicality.

4.0 newmarket viaduct project


7

Figure 3: Newmarket Viaduct Project Route - Gillies Avenue to Market Road

MT HOBSON

GILLIES AVENUE

MARKET ROAD

ST MARKS ROAD

SH1 NORTH

SH1 SOUTH

8


4.4 project timeline

The Project timeline below provides a summary of the events to date and the scheduled completion of Newmarket Viaduct.

2002 Initial investigations. These looked at improvement options within the existing designation.

2003 LTMA 2003 enacted – introduced broader criteria for transport projects to be assessed against.

August 2005 Transit decision to replace rather than modify existing Newmarket Viaduct. A new viaduct would provide

a 100 year design life, versus a 40 year design life of a refurbished viaduct. This would require works

outside of the existing designation.

2005 Scheme Design.

November 2005 NOR and Planning Applications lodged.

July 2006 Council Hearing.

April/May 2007 Preliminary Design.

May 2007 Appeals Resolved & Designation Confirmed.

July – December 2007 IPAVA Design Phase.

January 2008 PAVA (detailed design and construction) phase commences.

2011/12 Construction Complete.

Figure 3 also shows that the Alliance procurement phase has been split into two ‘sub-phases’. The IPAVA stage is the ‘interim design’

phase where design will be resolved to a level where the project can be cost estimated (known as the Target Out-Turn Cost stage). The

later Project Alliance Variation Agreement phase (PAVA) is the detailed design stage of the Project where further refinement of the

design will be carried out by the Alliance to encourage innovation and cost efficiencies.

Figure 4: Transit Project Design & Delivery Phases

Scheme Design

Interim Project Alliance

Variation Agreement

Preliminary Design

Project Alliance Variation

Agreement

NoR/Resource Consent

Detailed Design &

Construction

Concept Design

Developed Design

TRADITIONAL DESIGN PHASES

TRANSIT PROJECT DELIVERY

alliance procurement


9

4.5 project summary - designated works

The following diagram illustrates the Preliminary Design of the Project, confirmed by Council Hearing. The Project features include:

(5 CYLINDRICAL) NEW PIERS AT

GILLIES AVE ABUTMENT

HERCULES HOUSE TO BE REMOVED NEW VIADUCT STRUCTURE SHIFTS 10-12 METRES

NORTH OF CURRENT ALIGNMENT

NEW VIADUCT BRIDGE PIERS AT

50 METRE SPACINGS

RAIL ALIGNMENT REQUIRES UNIQUE

VIADUCT PIER TREATMENT

NOISE WALL FOR RESIDENTS ALONG MT

HOBSON ROAD

CENTRAL MEDIAN REMOVED TO CREATE SPACE

FOR ADDITIONAL SOUTHBOUND LANE

GILLIES AVE ON/OFF-RAMP & BRIDGE

ABUTMENT WORKS

ST MARKS ON-RAMP ABUTMENT

10


5.0 newmarket context5.1 overview

This part of the Framework conveys the context of the Project area. It builds up the ‘layers of the environment’ to provide an

understanding of the diverse elements and character that make up the Newmarket area. These contextual considerations will also be

used to develop ‘design drivers’ or ‘design cues’ for the design of Project elements and broader urban design concepts for the southern

part of Newmarket (refer Sections 7 & 8 of this Framework).

The following sections summarise the character and setting of Newmarket. It is considered that a thorough understanding of the

overall Project context is necessary as a starting point for designing an infrastructure project that is responsive to its local environment

and contributes to the overall urban quality of Newmarket. Figure 4 summarises this approach.

Figure 5: Contextual Considerations - An analysis of the elements that ‘make a place’

PROJECT AREA

BUILT FORM

CULTURAL VALUES

NATURAL LANDSCAPE

CONTEXT


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5.2 topography/geology

Newmarket Viaduct spans a gully between the slopes of Mt Eden and Mt Hobson, which form the highest elevated points within the

surrounding area. The drawing below summarises the topographic and geologic characteristics of the area. Of note is the culmination

of various volcanic lava flows converging across this area.

These volcanic lava flows have the following characteristics:

A: Ohinerau/Mt Hobson volcanic cone – red/brown scoria

B: Ohinerau/Mt Hobson scoria flow

C: Maungawhau/Mt Eden flow – grey solidified basalt

D: Maungakiekie/One Tree Hill and Titikopuke/Mt St John flow: tuff volcanic rock

E: Predominantly floodplain and coastal alluvium/sedimentary plain

MODIFIED BASALT FLOW BENEATH NEWMARKET VIADUCT AT GILLIES AVENUE

END

SOLIDIFIED BASALT FLOW MORTIMER PASS

EXPOSED SOLIDFIED BASALT

CONTOURS AT 5 METRE INTERVALS

MAHURU SPRING

A

B

CD

E

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5.3 heritage & histories

5.3.1 ancient heritage

a. maunga/mountains

The Project is located between two ancestral mountains -Ohinerau (Mt Hobson) and Maungawhau (Mt Eden).

of both Ngati Whatua and Waiohua. Ohinerau was also an early name for Remuera, which is a miss-spelling of

occurred in the area that involved the burning of a highly valued cloak.

eminent leader in Tamaki Makaurau through most of the 1600’s. Six iwi of the Auckland region can trace decent to Te

Huakaiwaka. Maungawhau was transferred as part of two large gifts of land by Apihai Te Kawau of Ngati Whatua to

encourage Pakeha settlement of Tamaki in 1840.

OHINERAU/MT HOBSON

MAUNGAWHAU/MT EDEN

MAHURU SPRING

NGA ANA PEKA RAUTE TUTAHI

TRAIL/PATHWAY TO THE SOUTH

WAITEMATA - MANUKAU

HARBOUR TRAIL

GREAT SOUTH ROAD

REMUERA ROAD

MAN

UKAU

ROAD

BROADWAY


13

b. tangata whenua

Tangata Whenua, people of the land is a term used to describe persons or people/family who have dedicated themselves for

generations to an area of land through ritual and observances. There are various tribes that have tangata whenua status in Auckland,

who are all descended from the same ancestor Te Huakaiwaka.

Affiliation to (an area of) land often involved ritual and customary observances. One of these observances involved the dedication

of a new born child to the land of its ancestors. These rituals framed the recognition of congisance between maori and the land – its

elements, creatures, plants and waters. Water was a significant component of these rituals, and consequently natural springs were

dedicated and retained for such purposes.

c. wai/water & springs

An ancient freshwater spring is located in the vicinity of the Mahuru Street and Nuffield Street intersection. This Spring was dedicated

for these ritual and customary practices and was managed specifically for these purposes. Little is known about this Spring today, and

there is no above ground evidence/acknowledgement of its existence.

This spring has been referred to as ‘Mahuru Spring’, however the name Mahuru is likely to be a subsequent name for the feature, as

Mahuru is the maori word for the season of spring, rather than that related to water.

For reference purposes, other springs dedicated to specific purposes are located within proximity to the Project. These springs have

particular significance to the eternal spirit and relationship between land and people. These springs are:

with drinking purposes.

Ngati Whatua occupied a village in this area prior to the 1840’s. The spring is associated with commercial activities.

d. te tii tutahi

The area over which Newmarket Viaduct spans is also known Te Tii Tutahi – The Cordyline Australis of singular importance. This name

relates to an ancient Cordyline Australis (Cabbage Tree) that was a ceremonial repository of umbilical chords from prominent children.

This tree was also a landmark for early Auckland European settlers and became a popular meeting place. It was cut down in 1908,

however a portion of the tree was rescued by Alfred Buckland and replanted in several areas within Newmarket and further out at

Bucklands Beach. One of these Cabbage Tree plantings survived beside Morrow Street until recently.

e. trails & pathways - antecedents for economic activity & highway development

Newmarket viaduct crosses and replaces an older trail and route of passage that has been used for various purposes to facilitate travel

south of Auckland. The formalisation of this trail occurred last century when Great South Road was constructed by British soldiers over

a two year period to transport troops and artillery for a military invasion of the Waikato. Approximately 12,000 soldiers were involved

in the construction of the road. The progress of this road was physically marked with mile stones, although it is unclear whether any of

these remain today.

The completion of Great South Road and conclusion of wars in the Waikato encouraged further Pakeha settlement south of Auckland.

Agriculture and farming grew to become the dominant activities for these new areas. Great South Road became an integral commercial

and social link between these areas and Auckland. The road facilitated the transport of goods, services and people. The constant

flow of traffic and activity along this route saw the rise of new suburbs/centres along its length. Newmarket as a node was similarly

established, located at the junction of key north to south and east to west connections. Its proximity to the CBD augmented its

prominence as a key commercial trading post.

LOOKING SOUTH FROM JUNCTION OF GREAT SOUTH ROAD & BROADWAY, 1924 VIEW OF MT HOBSON FROM MT EDEN, 1905

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5.3.2 modern history

Early historic records of Newmarket document the area as the “Gateway to the South”. Newmarket evolved from a busy and popular

transport hub focused around two key junctions with Broadway (then known as Epsom Road). These were the Remuera Road and Great

South Road junctions.

Newmarket quickly became recognised for its strategic location, and the ‘town’ of Newmarket developed from here. Contained by the

slopes of Mt Eden, the Domain and the main south railway line, the early township developed as a residential and manufacturing centre.

The area around Carlton Gore Road and Khyber Pass Road were market gardens at the turn of the century. However through the years,

the majority of land in Newmarket has become devoted to industry or commercial/business uses.

There are no scheduled archaeological or heritage sites located within the Project designation, however there are number of sites of

local significance located within close proximity to the project route.

LOOKING WEST FROM BROADWAY ALONG MORTIMER PASS, 1928. VIEW NORTH FROM MT EDEN ACROSS TO RANGITOTO, AUCKLAND

GRAMMAR IN FOREGROUND, 1924

HILL PA & ASSOCIATED MAORI HABITATION

SITES, SCORIA CONE WITH CRATER

SUMMITST MARKS CHURCH, REMUERA ROAD

MARKET ROAD RAIL STATION

HIGHWICH HOUSE, GILLES AVE

TE TII TUATAHI

CLOVERNOOK HOUSE,

GILLES AVE

HERITAGE HOMES/BUILDINGS

HERITAGE REMNANTS

HERITAGE/ARCHAEOLOGICAL SITES

HISTORIC SETTLEMENTS

REMNANT VOLCANIC LAVA FLOW FOREST

HISTORIC TRACKS/ROUTES

MAHURU SPRING

GREAT SOUTH ROAD

REMUERA ROAD

MAN

UKAU

ROAD

RANNOCH PLACE,

ALMORAH ROAD ALFRED KIDD HOUSE,

GILLES AVE

BROADWAY


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5.4 vegetation & biodiversity

5.4.1 vegetationPlanting located at the Gillies Ave end of the Project comprises a mix of mature exotic and native tree and shrub specimens. A remnant

native volcanic forest is located on the western slopes of Gillies Ave providing a leafy and established planted character to this area.

Other mostly exotic specimens are located east of this area, on the slopes between Gilles Ave and Newmarket. Puriri Trees also have a

presence here, particularly along Clovernook Road. Vegetation at the southern end of the Project comprises a mix of trees, shrubs and

ground covers alongside the motorway corridor.

5.4.2 biodiversityBiodiversity is closely linked to the conditions created by the extent of lava flows from the volcanic cones in this area. The area west

of Broadway is associated with a a harsher (dryer) sub-environment created by the basalt flows originating from Mt Eden. These

conditions enabled iconic canopy trees such as Mangeao, Titoki and costal fivefinger trees to flourish. Sub-canopy species in this area

included now-rare ferns and low-growing plants such as Kirk’s Tree Daisy, perching lilies and filmy ferns.

BUILDING FOOTPRINTS

PLANTED CLUSTERS: MIXED NATIVE & EXOTIC

SPECIES

TREES AFFECTED BY THE PROJECT: REMOVAL OR

RELOCATION

GREAT SOUTH ROAD

REMUERA ROAD

MAN

UKAU

ROAD

BROADWAY

The environment east of Broadway was more typical of North

Island coastal broadleaved forests, characterised by dense

canopies of Pohutukawa, Puriri, Kohekohe, Pigeonwood,

Kawakawa, Tawapou and Ti Kouka (cabbage tree) in open areas/

cliff tops.

Forests in both areas provided habitat for Tui, Bellbird, Kokako,

Hihi and Kereru. Lizards, including the Duvaucel’s Gecko (the

worlds largest), small native bats, large flightless beetles, giant

weta and carnivorous land snails were nocturnal species of the

area.

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5.5 significant views

5.5.1 protected views

Panoramic views of the Waitemata Habour, Rangitoto, Mt Hobson and Mt Eden are visible from Newmarket Viaduct. These views are

protected by Auckland Regional Council and Auckland City Council view protection shafts, which restrict the height of buildings and

development that fall within these areas. The point of origin for all these viewshafts is the Viaduct itself, and these views as we know

them today were created by the construction of the Viaduct. Hence, these ‘points of origin’ will shift when the Viaduct is re-constructed

approximately 14 metres north of its existing position.

ACC D09-33 VIEW PROTECTION NEWMARKET

VIADUCT. AFFECTED AREAS

ACC D09-34 VIEW PROTECTION NEWMARKET

VIADUCT. AFFECTED AREAS MT HOBSON

ARC VIEW PROTECTION NEWMARKET VIADUCT.

AFFECTED AREAS - MT HOBSON H1

ARC VIEW PROTECTION NEWMARKET VIADUCT

AFFECTED AREAS RANGITOTO T7

ARC VIEW PROTECTION NEWMARKET VIADUCT.

AFFECTED AREAS MT EDEN E14

VIEWS OF MT HOBSON

VIEW

S O

F M

OU

NT

EDEN

VIE

WS

OF

RA

NG

ITO

TO &

WA

ITEM

ATA

HA

RBO

UR


17

5.5.2 driving experience

The drive across Newmarket Viaduct is a unique experience. There is no other comparable driving experience in Auckland where drivers/

passengers enjoy the same elevation, harbour and volcanic views.

Southbound travellers are departing the recently upgraded central motorway system, where new installations of barrier motif,

multiple traffic lanes and retaining walls define the motorist’s experience. At the Gillies Ave off-ramp, the lane system narrows and the

motorist’s range of vision opens to expansive views of Newmarket below, the Waitemata Harbour, Rangitoto and Mt Hobson (Photos

A,B,C & D). The elevation of the motorist above these features provides a distinctive vantage point to obtain these views. It provides a

memorable ‘event’ in the journey south of the CBD.

For northbound travellers, the experience of Newmarket Viaduct marks the arrival into central Auckland. The intensive commercial

development of Newmarket provides an ‘urban taste’ of the city. Views of Mt Eden (Photo E) are a feature of journey.

The expansive views enjoyed by both northbound and southbound travellers is currently provided by the visually permeable railing at

the edge of the bridge deck.

A B C

D E

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A

B C

D

E

F

5.5.3 local vistas/static views

There are also local-level vistas within Newmarket. These should be recognised by the Project, and enhanced where possible. Future

development should seek to utilise these vistas as features to inform the future structure of this part of Newmarket. These include:

A View of Viaduct under-deck from Gillies Ave escarpment

B View South along Broadway

C Vista southwards along Nuffield Street, terminating at Mahuru Street

D View North along Broadway into Newmarket

E View of Viaduct under-deck from St Marks Road

F View of Viaduct (including other cones and Waitemata Harbour) from summit of Mt Hobson


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5.6 linkages & circulation

Development, access and circulation continue to be focused around Broadway, Great South Road and Remuera Road. It is along these

roads where vehicle, pedestrian and public transport routes are located.

Pedestrian activity within Newmarket is concentrated in the area north of Mortimer Pass, where streets are shorter, and blocks are

smaller. In the vicinity of the Project route, there are a number of one-way and ‘dead end’ streets. These streets experience less

vehicular traffic and subsequently provide a more walkable street environment. However, this street network also places pressure on

Broadway as the primary access route through Newmarket, which can lead to congestion and potential inter-modal conflicts .

Auckland City Council have identified Broadway, Great South Road and Remuera Road as ‘Regional Cycling Links’. At present, cycling

provision through Newmarket is minimal. There is an opportunity to improve the profile and provision of cycling facilities in this area.

REGIONAL

ARTERIAL ROAD

DISTRICT ARTERIAL

ROAD

COLLECTOR &

LOCAL ROAD

ROA

DIN

G H

IER

ARC

HY

PUB

LIC

TR

AN

SPO

RT

BUS ROUTES

LINK BUS ROUTE

RAIL LINE

PED

ESTR

IAN

& C

YCLI

NG

RO

UTE

S

PEDESTRIAN ROUTES

CYCLING ROUTES

(ACC CYCLING STRATEGY)

CIR

CU

LATI

ON

ONE WAY STREETS

DEAD END STREETS

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5.7 land use zoning & urban structure

Newmarket as a suburb grew from the confluence of main local access routes. Land use and zoning today still appear to

be driven by the main local transport routes that run through the Newmarket area – these being Khyber Pass, Broadway and

Great South Road. Business and commercial land use zonings are typically applied to lots adjacent to these routes, extending

about a block behind these roads.

Two other transport routes have shaped the extent to which the commercial functions of Newmarket extend. The rail

corridor is situated to the east of Newmarket, and forms the physical extent of commercial/retail development along this

edge. Newmarket Viaduct lies across the southern extent of Newmarket. Lower density, larger footprint buildings

(car showrooms and car parking) are concentrated in this area.

Commerical and retail activities dominate the identity of Newmarket. These retail activities are structured around Broadway

(the mainstreet) which has a favourable north to south orientation. The main retail precinct is located in an area north of

Mortimer Pass north, and is typified by the smaller blocks that are more pedestrian/shopper friendly and conducive

to walking (shown in red). A number of large footprint buildings are located to the south of Mortimer Pass. These are

accommodated in the larger block size and subdivision pattern in this area (shown in green). These sites have generous

parking and manoeuvring space. Some of the buildings in this area have been designed to accommodate parking and drive

up/thru capability.

MAIN LOCAL ROADS

RETAIL

LARGE FORMAT RETAIL

LIGHT INDUSTRIAL

OPEN SPACE

HIGH DENSITY RESIDENTIAL

MEDIUM DENSITY RESIDENTIAL

LOW DENSITY RESDIENTIAL

MIXED USE

STREET BLOCKS

MAIN LOCAL ROADS

SMALLER BLOCKS

LARGER BLOCKS

BUILDING FOOTPRINTS

LARGE FORMAT RETAIL

SCHOOL BUILDINGS

1

2

3

1

2

3


21

5.8 built form, architecture & precincts

5.8.1 built form

The architecture and built form of Newmarket is characterised by commercial buildings. These buildings are generally 1-2 storeys high,

rising to 5 storeys in certain locations. Commercial buildings were originally established at the Remuera and Broadway intersection,

however the extent of commercial buildings in Newmarket today stretches from Parnell Road in the north to Clovernook Road in the

south, and extends about a block back either side of Broadway.

Fine-grain retail stores are typically located at the centre of the Newmarket retail precinct - between Morrow Street and Kyhber Pass.

Larger footprint ‘big box’ and shopping malls, typically associated with larger sites and generous car parking spaces occur on either side

of this area.

5.8.2 architecture

Incremental building over time has resulted in a mix of architectural styles along the Broadway street frontage. Many of the smaller

buildings of 1-2 storey’s in height have retained their distinguished late nineteenth/early twentieth century character of narrow store

widths and tall parapets. In certain locations, there exist good examples of period architecture, these include:

such as the 277 Broadway extension.

The evolving architectural styles evident along Broadway are an indication of the continual redevelopment and reinvention of buildings

and premises to cater for changing retail/commercial demands.

5.8.3 precincts

The age, size and urban structure of Newmarket has enabled the establishment different sub-commercial characters. Broadway

functions as the high-profile mainstreet - providing Newmarket with its cultural/lifestyle identity. Architecture and shop profile are

important attributes for stores located in this area. A ‘back lane’ environment has established in the streets and lanes behind Broadway.

This is where high-end retail/designer boutiques and creative industry studios have located, often in refurbished buildings (e.g Nuffield

Street, Teed Street). A small food retail precinct with number of cafe’s and restaurants clustered around the northern end of Nuffield

Street has also emerged.

22


5.9 urban character

A. Leafy, Established Residential - Detached dwellings of bungalow and villa style construction. The majority of these

homes have generous floor areas on large sites with mature vegetation.

B. Newmarket Commercial Area - Mixture of small and large format retail, situated in a high-pedestrian, high-vehicle

traffic environment. Typically two storey development, up to 4-5 storeys high in some places.

C. Mixed Established Residential, Medium Density and Visitor Accommodation - A number of older homes that have

been subdivided into multi-unit residential interspersed with modern multi-unit and visitor accommodation

development.

D, H, J, M Education and Community Facilities - Renowned school grounds and well-maintained sports facilities.

E. Light Industry, Service and Large Format (Car) Retail - Large sites, large building footprints for typically low-rise

development.

F. New High Density Residential - Located behind railway line, new apartment development with views of Rangitoto.

Provide some of the highest buildings in the Newmarket skyline.

NEWMARKET COMMERICAL AREA - RETAIL AND COMMERCIAL RENEWAL

ALONG NUFFIELD STREET

OLDER RESIDENTIAL HOMES ALONG EDGERLEY AVENENUE - SUBDIVIDED

INTO MULTI-UNIT RESDIENTIAL LIVING

A

B

C

D

E

H

I

J

L

K

M

F

G

G. Converted Established Residential/Medical/Community

Premises - A high number of medical and community

related premises in this area, operating from converted

bungalow-style residential buildings.

I.,L Mixed Residential & Small Commercial - Residential

dwellings, and small local commercial premises.

K. Mt Hobson Residential - Typically large residential homes,

elevated with views located on the slopes of Mt Hobson.


23

5.10 development/planning opportunities

5.10.1 planning initiatives

Newmarket has been identified by Auckland City Council as an ‘area of change’, suitable for accommodating further future growth and

development. It is listed in the Auckland City Growth Management Strategy as a ‘priority one centre’. Investigation and reporting on

how Newmarket can develop has already occurred. Plan Change 196 was notified in August 2007 and gives effect to this work and the

identified planning outcomes anticipated for Newmarket. The plan change relates specifically to an area identified as the Newmarket

Structure Plan Area, which is focused on the main retail and entertainment precinct, north of Newmarket Viaduct (the southern extent

of the structure plan area is shown in the drawing ‘planning initiatives’ at the left of this page).

Auckland City Council commenced construction of the Broadway Streetscape Upgrade in August 2007. The objective of this project is to

provide safer footpaths for pedestrians in keeping with the recent revamp of Nuffield Street. The upgrades will occur along Broadway

between the Rail Street roundabout and Mortimer Pass. The works will take approximately 12 months to complete.

5.10.2 development opportunities

Latent development opportunity exists in the southern end of Newmarket, over which the Newmarket Viaduct traverses. Much of

the land in this area is occupied by car parking and warehousing. Land values in Newmarket are generally among the highest in the

Auckland City isthmus area. Auckland City Council have recgonised this through amendments in their finanical contributions policy,

which seeks to address how to encourage further residential development in high land vlaue areas.

Land ownership in the vicinity of Newmarket Viaduct is illustrated in the drawing to the left. It shows large tracts of land owned by a

relatively small number of land owners. Westfield are major land owners in the area beneath and to the north of the Viaduct. Transit

for the most part own the land directly under the Viaduct. As such there may exist opportunities to negotiate how this area could

develop in the future. It is considered that this area could benefit from a comprehensive concept to guide development and provide

certainty for landowners and the public, as opposed to an unrelated ad-hoc approach.

BUILDING FOOTPRINTS

DESIGNATION BOUNDARY

WESTFIELD OWNERSHIP

TRANSIT OWNERSHIP

DILWORTH TRUST BOARD

BC SHAW

TRAM CO/TRAMLEASE

OTHER PRIVATE OWNERHSHIP

PRO

PER

TY O

WN

ERSH

IP -

MA

JOR

LA

ND

HO

LDIN

GS

BUILDING FOOTPRINTS


RETAIL PRECINCT

NEWMARKET GROWTH AREA

(DEFINED BY ACC)

BROADWAY STREETSCAPE

UPGRADE

PLA

NN

ING

INIT

IATI

VES

24


6.0 urban design principlesThis section of the Framework draws together the analysis of the Project area and feedback obtained from the Urban Design Working

Party to arrive at a set of urban design principles. These principles will assist with achieving the CMI vision and objectives and the

Newmarket Viaduct Project objectives.

The unique natural landscape characteristics of the isthmus and evolving urban form of Newmarket shall be acknowledged

and respected in the design of the Project. Design shall facilitate opportunities to view/maximise Auckland’s volcanic

landscape.

The Project will be responsive to the identity of Newmarket and the characteristics that inform its ‘sense of place’.

Natural, cultural and ancient heritage should be recognised in the design, construction and delivery of the Project in a manner

that inspires continued understanding and transfer of local and oral traditions.

Design shall recognise that quality of connection and movement for all modes is important and shall facilitate opportunities

for creating improved linkages across Newmarket.

Opportunities for considered and well designed public and open spaces should be recognised, including the street network,

the pedestrian environment as well as under and around the new viaduct.

Public safety and CPTED (Crime Prevention Through Environmental Design) principles shall be incorporated.

Maintain, and where possible enhance the development potential for land directly beneath and adjacent to the Viaduct.

A collaborative approach is fundamental in the design and delivery of the Project.

Sustainable (low impact) design and environmentally responsive design initiatives and opportunities are to be recognised and

incorporated into the Project.

The visual simplicity and slenderness of the existing viaduct should be replicated in the new viaduct structure.

The undercroft and local views beneath the viaduct are important. Design of the structure is to include the integration of

service conduits and pipes.


25

7.0 design initiatives7.1 overview

This section of the Framework introduces elements of the Project that will be designed and constructed as part of the capital works

that require specific landscape and urban design input. The current project phase (IPAVA) requires design to be completed to a level

sufficient to cost the Project.

The following sections of this part of the Framework provide detail and direction on what these elements will either look like, or the

design cues that will inform their ultimate design and form.

The Project elements covered in this part of the Framework are as follows:

Design cues and intended outcomes for the design of these Project elements have been informed by the character and identity of the

sector in which they are located. As such the above Project elements will be discussed ‘sector by sector’ along the route. This will also

assist with illustrating where the works will be occuring.

CHARACTERISTIC DESIGN CUE POSSIBLE SOLUTION

Figure 6: Design Consideration Process for Project Design Initiatives

FINAL DESIGN

26


7.2 sector areas

The sector areas of the Project route are:

7.3 place, experience, movement

The Project traverses a unique environment made up of natural, constructed and cultural elements. While this stretch of SH1 provides

a route of passage through this environment, it also touches on some of the distinctive characteristics that give this environment its’

sense of identity.

Motorways are fluid elements in the built environment. They provide a means of movement, experience and arrival. This stretch of

SH1 is the most travelled in the country. It connects Auckland’s CBD with surrounding suburbs and provides a sense of arrival into

Auckland’s urban heart for northbound travelelrs. This experience is intensified by the elevation of motorway, which also provides

expansive views of Auckland’s volcanic landscape, urban development and city fringe residential living.

The history, physical characteristics and oral traditions associated with this environment provide a rich context from which design for

the Project can be drawn. Design cues have been developed to interpret these environmental factors and direct meaningful design

responses for the Project that reinforce and enhance the existing experience of place and movement in/through this location.

SECTOR 6

SECTOR 1

SECTOR 2

SECTOR 4

SECTOR 5

SECTOR 3


27

7.3.1 sector characteristics

The characteristics of the Project by sector are listed as follows. These characteristics have been identified to provide design cues for the

subsequent stages of design to ensure that a meaningful design solution is developed that reflects its local context.

Mt Eden/Maungawhau: The presence, views, history and proximity of Mt Eden to the Project. Also the relationship between Mt Eden

and Mt Hobson as the two ‘bookends’ of the Project.

Basalt Stone: Geology related to Mt Eden, which has historically been a local material used for fencing and landscaping.

Cultural Heritage: Oral traditions, Maori & European history associated with the wider Project area, and Auckland’s volcanic landscape.

Views & Sightlines: Includes views from the viaduct, of the viaduct and significant views at the ‘local level’ within the Project area.

Vegetation: The volcanic landscape of the Project provides a unique flora system that should be protected and enhanced (such as the

indigenous volcanic forest remnants at Gillies Ave). The different substrate of Mt Eden and Mt Hobson and the different environmental

conditions they create should also be recognised.

Biodiversity: The native biodiversity of this area should be recognised, and where possible enhanced by planting schemes and/or

other design initiatives. There exists the potential for open space areas to provide habitat for wildlife and contribute to a district-wide

network of open space/habitat areas.

Sustainability: Ensuring design solutions, and design decisions are forward looking and consider the design life and maintenance

requirements of Project elements. Environmentally responsible measures during the construction and asset management stages of the

Project should also be adopted1.

Mahuru Spring: An ancient spring that has since been covered is located around Mahuru Street. There exists an opportunity for this

Project to identify and recognise its existence.

Mt Hobson/Ohinerau: The presence, views, history and proximity of Mt Hobson to the Project.

Scoria Rock: Geology related to Mt Hobson, which provides a unique identity for this area of the Project. Potential to make this more of

an apparent feature.

Transport: Motorway, local road, rail, public transport, pedestrian and cycle modes all share the Newmarket area. The Project needs to

consider and address all these modes and provide an integrated solution where possible.

Retail/Commerical Activity: Recognising the retail and commerical activities at the ‘core’ of Newmarket, and their proximity/relationship

with the Project area.

1 Sustainable design and building practices are fundamental to the Project. These requirements will be built into the tender and design briefs. In addition to sustainable design solutions, ‘stretch-targets’ will be used extend the detailed design & construct team in the following key result areas:

-ergy efficiency and travel plans).

28


Project Element

DESIGN INITIATIVES

Sector Area

1

Sector Characteristics &

Urban Design Principles

Design Solution

Sector Area

2

Sector Area

3

Sector Area

4 Sector Area

5

Design Cues

7.3.2 design cues

Design cues bring together the analysis of place and the urban design principles for the Framework. They are specific to each sector,

drawing on the individual characteristics of each place (sector). These design cues will inform the ultimate design solution for Project

elements along the route. Figure 4 below, summarises this.

Figure 7: Inputs into Design Initiatives for the Project


29

7.4 sector 1: gillies ave to clovernook road

This sector is situated at the northern extent of the Project route, at the foot of Maungawhau/Mt Eden. This sector is located at the

‘hinge’ between established residential homes, commercial/retail activities in Newmarket and secondary schools.

Basalt flows from Mt Eden and volcanic forest remnants are found on escarpments in this area. These have been largely modified, and

there remain only isolated visible pockets of these features.

Modifications in this sector as part of the capital works include:

gillies ave abutment

pedestrian connection between gillies ave & clovernook road

7.4.1 summary of sector 1 characteristics

30


7.4.2 sector 1 design cues

characteristic DESIGN CUE POSSIBLE DESIGN SOLUTION

Mt Eden/Basalt

Ave interchange on retaining walls and

abutments.

mass block retaining walls. Create subtle changes

in stone to replicate rock strata form.

design response. Project should build on this as a starting point.

Cultural Heritage

relating to Maungawhau. meaningful decorative gesture on retaining walls.

to inspire relevant design responses, give

structures and features of the Project

local meaning and prompt discussion and

awareness of these.

inspired pedestrian connection/open space

between Gilles Ave & Clovernook Road.

Sustainability

amenity and environmental quality.

consider maintenance & longevity issues.

management techniques is preferable. irrigation/ stormwater management options.

Vegetation

naturally occurring in volcanic forest

remnant in this area.

tolerate a dry, shady, free draining environment.


Vegetation

rate of growth, maintenance, requirement

for shade/sunshine should be considered

relative to their destined location and

target audience.

vehicle oriented (where large species are more

desirable for visibility) and ‘sub-canopy species’ for

pedestrian oriented areas.

native species and conservation/replanting

of threatened plant species.

biodiversity.

understand/respond to the upper, access

and base environments of this location

(Gillies Ave to Clovernook Road)

climates’. Species & planting outside of viaduct

footprint can be different from that directly

beneath the viaduct.

Views/Sightlines

viaduct along Gillies Ave. should be

enhanced.

greater clearance under viaduct.

open space areas. Maximise opportunities

for passive surveillance.

visual) from Clovernook to base of ruarangi’s

ladder.

environment beneath viaduct by way of

surface treatment and design.

viaduct and consider the treatment of edges.

responses.


31


any new pedestrian connections/refuge. into the design response for open space and

streetscape improvements. Use features and or

structures to define boundaries/edges.

maximise opportunity for views beneath

viaduct.

should be considered inconjunction with

pedestrian routes and desire lines to

maximise safety and visibility.

designed not to detract from quality of

surrounds.

enhance quality and appearance of vegetation

where possible.

Biodiversity

area. Use conditions of natural habitat to

inform planting, open space design and

pedestrian routes/outlook.

fauna species such as lizard, bats and other.

Note that this may require a further scoping

study to determine feasibility/desirability of this

in this location.

CONCRETE PIER

STEEL GRILL FLUSHED WITH GROUND LEVEL

CAVITY FOR LIGHTING

7.4.3 possible design solutions

An illustration of the possible design solutions for works within Sector 1.

CONTINUE WALL TREATMENT AT BRIDGE

ABUTMENT - MASS BLOCK WITH BASALT

ROCK FACING

EXISTING REMNANT VOLCANIC FOREST

32


NEW PLANTING ON 1:1.5 SLOPED BANK - NATIVE

TREE AND SHRUB SPECIES SUITABLE FOR BASALT

ENVIRONMENT

REALIGNMENT OF GILLIES AVE OFF-RAMP

NEW RETAINING WALL - MASS BLOCK

CONSTRUCTION WITH BASALT ROCK REFERENCE

IMPROVE PEDESTRIAN LINK ALONG GILLIES AVE,

USE CYLINDRICAL PIERS AND SPACE TO DEFINE

NEW PEDESTRIAN LINK TO CLOVERNOOK ROAD

NEW STEPS TO CONNECT GILLIES AVE WITH

CLOVERNOOK ROAD. CHANGE IN LEVELS

PROVIDE OPPORTUNITIES FOR ELEVATED VIEWS

OF NEWMARKET BELOW

HIGHLIGHT VOLCANIC ESCARPMENT BY

EXPOSING BASALT STONE, MAINTAIN ADJACENT

VEGETATION

RETAIN PIER FROM EXISTING VIADUCT, PLANT

WITH CLIMBERS

NEW PAVING, USE COLOUR & TEXTURE TO

CREATE ‘TERRACE’ EFFECT ON SURFACE


33

7.5 sector 2: clovernook road to broadway

This sector is distinguished by a lack of building presence and pedestrian activity along the street. There is no coherent building style

along Clovernook Road. Carparking and vacant sites characterise the spaces in this area. Clovernook Road together with the Farmers

site physically define the southern extent of the retail precinct in Newmarket.

Rows of mature Puriri Trees line the grass verges on both sides of Clovernook Road. These provide good definition of the road space,

and reduce the scale of the street and nearby viaduct piers. These Puriri trees also extend the established vegetative character of many

residential streets on the slopes of Mt Eden with Newmarket.

In terms of the capital works, there are few modifications occurring in this sector. In summary they include:


34



Views & Sightlines

to be passively surveyed and visible. Entry

points to open space should be well defined.

sightlines and vice versa. Clovernnok Road to establish a strong physical link

between escarpment area and Gillies Ave.

pedestrian connection. ladder.

Vegetation

Clovernook Road. Clovernook Road through to Mahuru St.

Sustainability

allow for appropriate and prompt above

ground reinstatment that takes into account

Council streetscape improvement initiatives

for Newmarket.

reinstatement works with Council’s Broadway

Streetscape upgrade project.

traffic in Broadway.

project.

opportunities for development beneath the

viaduct.

7.5.2 sector 2 design cues

RETAIN EXISTING PURIRI TREES ALONG CLOVERNOOK ROAD.

POTENTIAL FOR THESE TREES TO CONTINUE A NATURAL

LANDSCAPE CONNECTION FROM GILLIES AVE INTO NEWMARKET

AND REINFORCE LINEAR CONNECTION TO BROADWAY

USE SPACE TO DEFINE AND ACCENTUATE ENTRANCE TO NEW

PEDESTRIAN LINK AT THE END OF CLOVERNOOK ROAD

REINSTATEMENT OF GROUND (AND FOOTPATHS)

FOLLOWING CONSTRUCTION. LEVEL OF REINSTATEMENT

TO BE DISCUSSED WITH AUCKLAND CITY COUNCIL AND

LANDOWNERS

USE BASALT BOULDERS TO EMPHASISE BASE OF

ESCARPMENT AND ENTRANCE TO PEDESTRIAN CONNECTION


35



36


7.6 sector 3: broadway to mahuru street

Sector 3 is characterised by low rise buildings, set back from the street. Warehousing and depot space are common uses. Few retail

tenancies exist within this sector, with car parking being a dominant on and off-site activity. Wire-mesh fencing is a typical boundary

treatment for properties fronting onto Mahuru Street. The southern rail line runs in a trench along the rear of this area.

Native and deciduous street trees converge at Mahuru Street. Decidious tree species extend along Nuffield Street. At the Mahuru

Street intersection, deciduous trees continue along one side of the street, and evergreen trees along the other.

An ancient spring is located in the vicinity of the Mahuru and Nuffield Street intersection. This spring was dedicated for ceremonial and

custormary practices. It is also thought that the spring would have been the water supply for the Ohinerau-Mt Hobson Pa.

Similar to Sector 2, there is little capital works occuring in Sector 3. Modifications proposed for this area include:



37


Mahuru Spring

of Mahuru Spring. Recognise the historic

spring as an asset and revive this unique

feature in any public space/open space

initiative.

in a contemporary above ground manner. This can be by

way of a water feature(s) defined by open/public space.

Such a public space would provide a suitable visual

termination to the Nuffield Street axis.

Vegetation

street tree planting to inform landscape

design responses in this sector.

arrangement along Mahuru Street and within any new

open space area.

7.6.2 design cues

SUPPOSED LOCATION OF MAHURU SPRING

REINSTATEMENT OF GROUND (AND FOOTPATHS)

FOLLOWING CONSTRUCTION. LEVEL OF REINSTATEMENT

TO BE DISCUSSED WITH AUCKLAND CITY COUNCIL AND

LANDOWNERS

38


EXISTING DECIDUOUS & EVERGREEN STREE TREES

PROVIDE A UNIQUE CHARACTER TO THIS AREA. THIS

EFFECT SHOULD BE MAINTAINED.




39

7.7 sector 4: st marks road and on-ramp

Sector 4 has a strong transport emphasis, with local roads, rail and motorway traffic converging within close proximity. As a result,

land use and design of the public realm have a number of issues and contraints to overcome in order to effectively address the physical

requirements of these different transport modes.

In addition to the transport emphasis in this sector, unique characteristics in this area include the presence of Mt Hobson, views

towards Mt Hobson, and the views northwest of the viaduct ‘underbelly’.

St Marks Road provides an effective connection between Newmarket and Remuera Road. There are a number of health and medical

premises located to the east of St Marks Road. Currently, the connection linking this area with Newmarket has low pedestrian amenity.

There exists potential to improve this.

In Sector 4, the capital works occuring include:

of Mauranui Ave.


40



Views/Sightlines

pier location & orientation on the use and

function of footpaths, public space and

private land.

bridge piers, footpaths, land use and road reserve

together to arrive at an integrated design solution.

bridge piers within this sector. line should adopt this principle, while taking into

account future light rail options/clearances.

impediments for views, reduce the ability

for passive surviellance and create potential

hiding or entrapment spots.

vehiclists from the corner of Mahuru St and St

Marks Road towards the rail bridge.

ensure safety and visibility for pedestrians and

vehicles. Incorporate lighting for night time safety.

Mt Hobson/

Vegetation Mt Hobson and cultural heritage

associated with the area. Native plant

species are perferred.

found near Mt Hobson. Possible species to use

include te kouka (cabbage tree) which has cultural

significance in the Newmarket area.

Cultural Heritage

this abutment with the Gillies Ave end. establish a relationship in design and treatment

of structures in the Gillies Ave and St Marks

Road areas. Design & treatments should share a

complementary relationship while still reflecting

the unique local conditions for each area.

7.7.2 design cues


41

EXTEND EXISTING RETAINING WALL WITH

CLIMBERS FURTHER SOUTH

NEW ROADSIDE PLANTING - NATIVE SPECIES TO

REFERENCE VOLCANIC/SCORIA ENVIRONMENT

VIADUCT UNDERCROFT - ‘RUBBLESCAPE’, USING

SALVAGED CONCRETE SET INTO COMPACTED

HARDFILL

PEDESTRIAN OUTLOOK AREA. CONTINUATION OF

‘RUBBLESCAPE’, WITH SEATING

NEW 3 METRE WIDE FOOTPATH, PROVIDING

IMPROVED CONNECTION WITH BROADWAY

NEW RAIL CORRIDOR PIER ARRANGEMENT



42


7.8 sector 5: mt hobson road

Mt Hobson Road runs parallel with State Highway 1. Residential homes line one side of the road, and are built on the slopes of Mt

Hobson. The majority of these houses are elevated above road level and have a south-west outlook. Houses along this road, comprise

a mix of typologies and architectural styles. Early twentieth century established bunglows, multi-unit developments of 1960’s/70’s

concrete block construction and more contemporary plaster/stucco homes of post-modern, neo-mediterranean style co-exist here.

Mature vegetation along both sides of the road provides a leafy, established character to Mt Hobson Road. The presence of State

Highway 1 is both visible and audible from the street. Mt Hobson Road provides a one-way connection at its southern end with Market

Road.

Along State Highway 1 in this sector, motorists are either leaving the city centre with peripheral views of Mt Hobson, or about to

experience their first glimpse of the expansive city views across Newmarket.

In Sector 5, the capital works include:



43


Views/Sightlines

the green, landscaped appearance of their

existing outlook.

consultation with residents and ACC.

Vegetation/Mt

Hobson reference Mt Hobson, native plant species

and cultural heritage associated with the

area.

near Mt Hobson. Possible species to use include te kouka

(cabbage tree).

7.8.2 design cues

NEW 2 METRE HIGH NOISE WALL

RETAIN ‘GREEN’ OUTLOOK OF RESIDENTS - USE NATIVE

GROUND COVERS, SHRUBS AND TREES ON MT HOBSON

ROAD SIDE OF NOISE WALL

NEW ROADSIDE PLANTING - USE NATIVE

SPECIES AND REFERENCE MT HOBSON/SCORIA

CONDITIONS

44


EXISTING PEDESTRIAN OVERBRIDGE



CONCEPT ONLY


45

7.9 sector 6: viaduct structure

Sector 6 relates specifically to the viaduct structure itself, which spans across Sectors, 2, 3 and 4. The viaduct structure is the key design

piece in the capital works. Subsequently characteristics and design cues have been identified to direct its design and relationship with

the surrounding area, including beneath the viaduct.

The existing viaduct has variable pier spacings that range from between 30 and 48 metres (the widest span located across Broadway).

The piers and slimness of the deck were achieved using an innovative (at the time) prestressed continuous box girder design. Bridge

design has since evolved from this method of design/construction, and the construction method to build the new viaduct will be

different. However, the form of the existing viaduct is considered to be an appropriate style that complements the wider landscape and

cultural context of Auckland. Thus similar bridge design principles will be used to guide the design of the new viaduct.

7.9.1 design fundamentals

Fundamental design considerations for the viaduct have been made in earlier stages of the Project. In particular it was recommended

that the structure be ‘simple and slender’, similar to the existing viaduct. This approach has been verbally confirmed by the Urban

Design Working Party and the Urban Design Panel (27/9/07).

From here on, details of the pier shape, finishes, deck and servicing of the viaduct are still being investigated. Design cues in relation to

the viaduct will provide further guidance on these matters.


VIADUCT DESIGN FUNDAMENTALS

SIMPLE AND ELEGANT STRUCTURE THAT

COMPLEMENTS THE SURROUNDING CITYSCAPE

50 METRE SPAN TO PERMIT FUTURE

DEVELOPMENT BENEATH VIADUCT

SLIM SILHOUETTEREPLICATE THE EXISTING BOX

GIRDER DESIGN TO PROVIDE A

SLIM DECK

46


7.9.3 design cues


Views/Sightlines

compatible with the character & ‘feel’ of

Newmarket.

requirements.

viaduct and consider alternative options for the

treatment of piers at street level.

maintenance requirements (graffitti guard

application) .

vistas from various view points (distant,

close up and from below).

apply the ‘simple, elegant and slim’ fundamentals of

the viaduct design. The undercroft should be kept

uncluttered.

viaduct to conceal the visibility of these

elements.

within the structure, away from public view.

elements such as barriers, light poles should

emphasise the simple, linear elegance of the

viaduct.

should be emphasised, i.e align light poles with the

location of piers.

and how this can emphasise the ‘simple and

elegant’ form of the bridge.

feature. This can include using light to make a

feature of the underside, particularly, over the

pedestrian area.

Transport

element and feature of the motorway and

Newmarket environment, while ensuring

a relationship between it and other CMI

projects.

the local context of the Project, while ensuring a

relationship with adjacent CMI projects.

Retail/Commerical

Activity with streetscape identity of Newmarket. should consider and seek to complement the

Broadway Streetscape Upgrade.


47


An illustration of the possible design solutions for works within the Viaduct Sector.

CONCRETE BOX GIRDER CONSTRUCTION BRIDGE EDGE BARRIERS - SHOULD SEEK TO MAINTAIN

PROTECTED VIEWS

CONCEAL SERVICES - LIGHTING,

DRAINAGE & OTHER CABLES

EDGE OF DECK - AS SLIM LINED

AS POSSIBLE

PIER FINISH - CLEAN AND SIMPLE

PIER SHAPE - AS RECTILINEAR AS POSSIBLE

SIMPLE UNDERCROFT VIEW

SLIM DECK APPEARANCE

50 METRE PIER SPAN

48


8.0 urban design opportunities8.1 overview

This part of the Framework identifies urban design opportunities for land in the nearby vicinity of the Project. The intention is to

demonstrate a wider consideration and responsibility for the land beneath Newmarket Viaduct and the immediate surrounds to reveal

the land use, public space and development potential of this area.

8.2 impetus for evaluation

While the capital works associated with the Project involve improvements to the motorway network and more specifically to

Newmarket Viaduct itself, the Project also presents the chance to evaluate the relationship between the motorway network and its

surrounds.

As illustrated in Part 5 of this Framework, Newmarket has extensive historical, cultural, landscape, urban and commercial elements that

make up its identity. The area is a sub-regional centre, and subsequently has significant recognised growth and development potential.

The Framework recognises the research and work that has already been carried out for Newmarket by Auckland City Council as part of

its Newmarket Structure Plan, Newmarket Futures Framework and Strategic Growth Management exercises. We note that the majority

of the above work carried out by Auckland City Council has focused on the commercial areas north of Newmarket Viaduct (Newmarket

Viaduct currently acts as an edge to the main retail precinct). Subsequently, these ‘urban design opportunities’ seek to identify further

potential and outline the steps for developing a vision and concept for redevelopment in this southern part of Newmarket.

8.3 previous urban design investigations

In 2006, prior to the lodgement of Notices of Requirement for the Project, a preliminary urban design report was prepared by

Architecture Brewer Davidson. The report recorded the urban design issues relating to the Project at the time, and presented a number

of conceptual development scenarios for the land directly beneath the viaduct. These developement scenarios were:


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The Auckland City Urban Design Panel favoured Option 1, on the grounds that it provided the potential for a good urban design

outcome. The Panel also noted that the southern part of Newmarket currently lacks public open space, and that the provision of such

space(s) should be further investigated.

8.4 next steps

Transit is anticipating the detailed design and construction phase of the Project to commence in January 2008. The Urban Design

Working Party has confirmed that further urban design investigation on how Southern Newmarket could be developed requires

additional time, resourcing and funding outside the scope of completing the Newmarket Viaduct replacement. Auckland City Council

has also indicated that as the regulatory authority for land use and development, it needs to play a more central role in this exercise.

While this Framework outlines the need and a desire to carry out an integrated urban design exercise, there exist uncertainties over how

this can occur in the short term. In essence, this Framework puts forward the need to align Transit and Auckland City Council planning/

urban design initiatives for mutual benefit. At present, the outlook of planning/urban design initiatives run by both parties is restricted

to boundaries of responsibility between Transit and Auckland City Council. It is considered that this approach limits the effectiveness of

any work done by either party.

It is suggested that improved collaboration and synchronization take place between Transit projects and Auckland City Council planning

initiatives to ensure that:

c. Urban strategies and precinct plans have a comprehensive grounding that includes all relevant development and

d. Growth planning, land use, development, infrastructure and redevelopment is derived from a single overriding vision or

concept for the area, so that land use and development objectives are clear for all parties.

The scale, duration and profile of the Newmarket Viaduct Project has the potential to act as a catalyst for regeneration and

redevelopment in the Southern Newmarket area. As such, it will be important for Council and other planning/development bodies to

establish a clear direction/vision for the future of this area in order to avoid an ad hoc planning approach that results in piecemeal and

unrelated development that contributes little to the overall identity and quality of the area.

The following parts of this section outline steps and considerations to guide a possible design process to develop a vision and

masterplan for the Newmarket South area.

BUILDING FOOTPRINTS


‘SOUTHERN NEWMARKET’

(NOMINATED BY THIS PROJECT)

NEWMARKET GROWTH AREA

(DEFINED BY ACC)

Figure 8: Nominated ‘Southern Newmarket’ area

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8.4.1 issues & opportunities identification

Newmarket has an established character that is based mostly on retail, commercial, entertainment and lifestyle activities. Residential

living also has an increasing presence in the area. However, the majority of these activities are based north of Newmarket Viaduct, with

the area below and south of the Viaduct currently utilised for vehicle related retail and services.

Newmarket is recognised as a growth area by Auckland City Council. It has the potential to sustain further residential and supporting

uses due to a number of factors such as:

Growth planning has been undertaken for Newmarket, however the majority of outcomes relating to this work apply to the existing

retail and entertainment area which stops short of Newmarket Viaduct. As a result, no comprehensive vision applies to this southern

part of Newmarket that can be fulfilled or triggered by this Project.

In addition to the above factors which indicate Newmarket is suitable for accommodating further growth, there exist other urban

design issues and opportunities for Southern Newmarket that need to be considered. Some of these are outlined in the following

paragraphs.

a. viaduct operational objectives & maintenance requirements

Existing land uses beneath the viaduct reflect maintenance access and safety policies. Much of the space directly below the viaduct is

occupied with carparking, operating under short term leases to facilitate access to the viaudct at reasonably short notice. All leases on

Crown owned land have a six-month termination clause. While this enables reasonable maintenance access, it results in temporary/

inexpensive buildings and structures (i.e sales offices for car yards).

During the preliminary design stage, Transit revised the maintenance envelope below the viaduct as part of its investigations (described

in Part 8.3) on future development scenarios. At this stage the maintenance envelope (to the right) will apply to any development

(buildings and structures) below the viaduct.

Figure 9: Newmarket Viaduct Maintenance Envelope


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NEWMARKET RETAIL &

ENTERTAINMENT PRECINCT

HIGH DENSITY

RESIDENTIAL

MEDICAL & HEALTH

SERVICES

CAR RETAIL

ESTABLISHED RESIDENTIAL

?

MT HOBSON

MT EDEN

REMNANT VOLCANIC

FOREST

MAHURU SPRING

b. character & identity

Newmarket as a whole has a diverse range of activities. For the most part, these activities are located in distinct pockets with individual

character/identity. The area of Newmarket where the Project lies (Southern Newmarket) currently lacks its own distinct character or

identity. There do however exist a number of activities pushing at the boundaries of the Southern Newmarket area, namely car retail.

Future work for this area will need to understand this dynamic context and be flexible in order to accommodate the establishment of a

new identity for Southern Newmarket.

c. block structure & tenure

The main retail precinct of Newmarket is structured upon an arrangement of walkable-sized blocks (around 70 x 80 metres). These

blocks have a subdivision pattern that has led to the development of (predominantly) fine-grain retail stores that provide a visually rich

and vibrant street scene. A number of these smaller blocks located either side of Broadway are serviced by a network of narrow lanes

that provide a more intimate shopping experience with reduced vehicle traffic and speed. A number of designer fashion boutiques and

studio spaces occupied by creative industries have established themselves in this area.

South of the main retail precinct, in the vicinity of Newmarket Viaduct exist larger street blocks (some as large as 270m x 400m).

Subsequently this area is more vehicle oriented than the main retail precinct area, as the size of these blocks is condusive to car use. The

subdivision pattern in this area comprises a mix of small and medium sized parcels of land. However tenure in this area is distinguished

by a large number of parcels being held by a small number of landowners. This could be beneficial for the realisation of redevelopment

in this area paticularly if agreement can be achieved between these landowners.

d. natural identity & features

Inspiration from indigenous/local features can strengthen local identity. A context-less approach leads to ‘anywhere places’. Mt Eden &

Mt Hobson provide two ‘book-ends’ that define the eastern and western extent of Newmarket. Ancient volcanic forest remnants near

Gillies Ave, and a natural spring at Mahuru Street are additional features that can stimulate an appropriate urban design response for

the area.

Great South Road, which terminates at Broadway provides a fundamental connection into Newmarket from the south-east. It is noted

that there currently exists a very weak east to west connection across Newmarket at the local level. This is an issue that may need to be

investigated further to optimise pedestrian, cylcle and vehicle circulation through Newmarket.

SMALLER BLOCKS - HIGHER

PEDESTRIAN AMENITY

LARGER BLOCKS - VEHICLE

ORIENTED

EDUCATION

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RETAIL PRECINCT

SOUTHERN NEWMARKET

e. connections & movement

The urban structure of Newmarket is based strongly upon its mainstreet, Broadway. Broadway has developed a strong physical

presence as a shopping mainstreet and vehicle thoroughfare. This favourable north to south aspect is further reinforced by Gillies Ave,

another busy vehicle route which runs parallel to the west of Broadway.

f. built form character

Built form in Southern Newmarket lacks the cohesion and collective identity of buildings in the main retail precinct of Newmarket. In

terms of retail and activity there are few destination points in the Southern Newmarket area. The existing built form character of this

area tends to be lower in height, has little architectural expression and is dominated by car-focused or car-related retail and services.

The presence of buildings in this area is offset by large areas of car parking. As a result, the area lacks an urban feel that does little to

complement the vibrancy in the main retail precinct or the established residential neighbourhoods in the adjacent Epsom and Mt Eden

areas.

g. entrances, focal points & pedestrian routes

Broadway is the spine of activity within Newmarket. It attracts and provides for pedestrian and vehicle patronage and offers high

visibility and profile for retail/commercial tenancies located along its street front. Adjoining Broadway are a network of smaller lanes.

These typically provide a more intimate street environment and have been occupied by a number of boutique retail, designer studios

and creative industry spaces.

The intersections of Parnell Road (in the north) and Great South Road (in the south) with Broadway provide logical entranceways into

the Newmarket area. There is potential to provide better definition of these locations as an entrance to the area through buildings,

landscaping or other landmarks.

KHYBER PASS

NORTHERN ENTRANCE

SOUTHERN ENTRANCE

NUFFIELD STREET

BROADWAY

REMUERA ROAD

GILLIES AVE

BROADWAY

GREAT SOUTH ROAD

AVE

STRONG NORTH TO SOUTH AXIS

WEAK EAST TO WEST AXIS


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8.4.2 tools & methods

There appear to be a number of broad level issues and opportunities for the Southern Newmarket area that should be considered in the

long term planning and design of the area. The Project provides the impetus to review future aspirations for the area, and strategically

look at Southern Newmarket’s role in the future of Newmarket, the City and region. Involving design at the strategic policy level is

considered good practice.

This Framework provides the starting point for this exploration. Newmarket Viaduct represents a signficant infrastructural investment

and feature of the area. It defines the skyline of Newmarket, provides a landmark and currently creates an edge to, or element of

containment for the retail and lifestyle activities that characterise the area.

Transit’s statutory responsibility is the safe and efficient operation of the State highway network. However, Transit also understands

that the Project provides an opportune time to identify the potential of further development in the Southern Newmarket area.

a. design-led planning

Figure 5 illustrates a possible urban design approach to guide and promote change from this point onwards in the Southern Newmarket

area. This is one way an integrated urban design and planning approach to Southern Newmarket could be implemented. The Strategic

Landscape & Urban Design Framework (this document) identifies the need for a masterplan or other design-led planning initiative

to stimulate and facilitate development in an under-developed area that demands design quality. It forms an early stage of the

masterplanning process.

b. key outputs

Key stages and outputs to progress a design-led process from inception to implementation is outlined in Figure 5. They essentially start

at the strategic level and work towards detailing the local precincts and spaces within the masterplan area. The process outlines the

need to establish direction at various scales to ensure urban design considerations are ‘weaved through’ the planning and development

process.

c. stakeholders

The success and quality of built environments require commitment and leadership, however collaboration at the right time with

landowners and stakeholders will be important. The land immediately surrounding the Project is owned by a small number of

landowners, which provides the potential for more efficient participation and communication.

Realisation/Construction

Strategic Landscape & Urban Design

Framework

Getting the Right Team

Southern Newmarket Masterplan

Design Code/Guidelines

Site/Development Briefs

URBAN DESIGN STEPS TO REDEVELOPMENT

requires collaboration & commitment

functions as a brief for the masterplan.

team with the right talents is fundamental.

dimensional plan which sets out the intended

development, along with comprehensive proposals for buildings, spaces, movement

implementation plan.

for the physical development of the area. Should be as detailed and precise as possible

masterplan

individual sites or certain areas within the

gateways/focal areas.

Figure 6: A possible urban design approach to guide redevelopment

WE ARE HERE

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d. relationship to planning system

At this stage, this document will function as a project-specific framework that outlines a need to investigate the development potential

of Southern Newmarket from an urban design perspective.

It may be likely that when a masterplan is developed for Southern Newmarket it will share a closer relationship to the strategy and

statutory planning documents developed by Auckland City Council. The development of a masterplan can also act as a process that

brings together what may otherwise be competing aspirations for an area. A collaborative approach and commitment to the process

will assist landowners and Council to communicate intentions for the area. The development of a masterplan also provides certainty for

decision-makers, landowners and the community on the future of their area. A masterplan can inform any necessary policy/planning

changes or investment programmes to faciliate desired outcomes.

e. masterplan delivery & implementation

A masterplan establishes and seeks to fulfill a vision for development. A long term commitment to bring about urban change is

required, as development may be staged over a time span possibly as long as a generation and achieved through a series of staged

objectives focusing on short term goals.

The urban design process involved in the prepration of masterplans is intrisically inter-disciplinary. As such, a colloborative approach is

emphasised in order to ensure coherence through the various technical and design related matters (transport, property, architecture,

policy) required for the Project.

The masterplan should include an implementation strategy that addresses how development will happen, and whether there are

critical or overlapping design phases during the implementation life of the masterplan. It should also include a process for review to

ensure aspirations are met, or allow modifications if required. The Auckland City Urban Design Panel may be useful in a review role at

various stages through the development and implementation stages of the masterplan.

Further mechanisms that can be used to assist the delivery of design quality in masterplans include:

Design Briefs

These are useful for key sites, open space, or clustered sites within the masterplan area where specific or supplementary

design and planning guidance may be necessary.

Design Guidelines

Some areas of the masterplan may benefit from further policy and design direction where specific outcomes are envisaged.

Design Guidelines can be used to provide additional guidance on achieving a ‘look’ or ‘feel’ for certain areas/precincts.

This guidance can be strategic - such as the orientation and massing of buildings and the location of open space or more

specific such as materials and colour palettes. Design Guidelines should not be overly prescriptive. They should allow

flexibility and considered interpretation of the antiticpated outcomes. Additional guidance may need to be provided

by Project designers to achieve this.

Design guidelines are an important mechanism for large-scale masterplans with a long term implementation strategy where

clients/key personnel are likely to change over time. Design guidelines assist in ensuring high quality design consistency in

projects.

Team of Architects & Designers

The masterplan will address a number of built form elements - buildings, open space, public space, streetscape, planting and

servicing. While the masterplan will provide overall cohesion to the development area, the implementation of the concept for

buildings and public spaces can benefit from the engagement of a number of different designers (architects & landscape

architects) who can each bring something unique to the area. Implementation of the masterplan should provide a framework

for this to occur while still achieving the overal anticipated outcomes for the masterplan.

Design Competitions

The design of key buildings and spaces may also benefit from the appointment of designers through compeition.

Competitions can engage the interests of designers who would not normally put themselves forward or be invited for such

work, but who may bring additional flair and innovation to the project. Design compeitions should however be used sparingly

to help bring focus on key aspects of the masterplan.

Design Advisory Panel

A design advisory panel can play a role in preparing and the review of design briefs/design guidelines, as well as judging design

competitions.

8.4.3 priority identification

The masterplan, implementation strategy and other relevant documents should include an optimum phasing and timetable for

development. Identifying the phasing and aspects of priority for the development can assist with testing the practicalities of

implementation for the masterplan.

Aspects of the masterplan that can be delivered early should be identified. This includes projects on key sites or those that need to be

aligned with other significant infrastructure works occuring through or adjacent to the masterplan area (such as road/rail realignments,

bridge/crossings or public transport improvements). Early development within the masterplan area , no matter how small should be

delivered to a high quality. This can help create investor and community confidence in the regeneration of the area, change perceptions

of the area and set a benchmark for future development.

In addition, there may be key projects or interventions within the masterplan that can be delivered either early on or at strategic times

during the life of the masterplan to stimulate interest and progress in the development of the area. These could involve buildings at

certain key/visible locations or public spaces. The use of design compeitions can also assist in raising the profile of these particular areas

and the overall masterplan itself.

Priority identification should include all aspects involved in the masterplan - the development, personnel (how to involve and when),

funding/investment and alignment with other major development or programmed events (major sporting, cultural or political).

Priorities should be identified with a short, medium and long term action plan.


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9.0 implementationImplementation of the Urban Design Framework and its effectiveness will involve the consistent commitment of the Project Team,

Transit, Local Authorities, iwi, landowners and interested third parties to quality urban design outcomes. It will also assist with initiating

and progressing the urban design opportunities associated with this Project.

Implementation of this Urban Design Framework is two-fold. It will be used to establish the design direction for the Project capital

works and set the scene for further investigation and design work to accurately identify and realise latent development opportunities in

the Southern Newmarket area. Specific implementation action areas are subsequently classified under these two areas:

For the Project capital works, this Framework will provide:

For future urban design work, this Framework will:

In order to fulfill the requirements of both these areas, the Framework will need to be finalised and formally adopted by Transit and

recognised by Auckland City Council.

Actions to implement this Framework will reflect the (above) two areas this Framework has been developed to address. A strategy for

implementation for both these areas (the Project itself, and further urban design work led by Auckland City Council) is described in the

following sections:

9.1 project capital works

This Urban Design Framework has been prepared to fulfil a requirement of the designation conditions. As a result, it will be formally

recognised by Auckland City Council and form a fundamental aspect of the design and construction documentation. It will hold

signficance during both the design and construction stages of the Project.

This Framework has been developed in parallel with the developed design stage of the Project. From here on, detailed design and the

resolution of design details and construction costs will take place.

Detailed design will need to show it has been developed in accordance with the urban design principles and design guidance set out in

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this document. The Framework will also have a ‘check and balance’ role in this process to ensure outcomes envisaged by this document

are carried through to the design detail and construction methodology adopted for this Project.

9.2 masterplanning

This Framework identifies the need for further work to address the urban design issues and opportunities it has identified. Discussions

during the Urban Design Working Party sessions have concluded that further work does need to be carried out to develop a

comprehensive vision and concept for this part of Newmarket. Auckland City Council staff have indicated that any masterplanning

exercise will need to be driven by themselves in collaboration with Transit and major landowners, however at this stage there exist

issues involving timeframes, resourcing and funding. This means that any further masterplanning work will need to take place outside

the scope of the capital works for this Project.

Part 8.4.2 of this Framework identifies a possible process for furthering an urban design-led masterplanning process. Implementation

of these further steps will need to be determined inconjunction with Auckland City Council ,who have indicated that it will be their

responsibility to steer this process.

A realistic implementation strategy for developing and executing the masterplan is important. Preparation of the masterplan will

involve various individuals, groups and public bodies. Issues such as long term land ownership/leasing, management, phasing and

regulatory requirements will need to be addressed. As such, it is considered that a specific implementation strategy for the masterplan

will need to evolve as part of the analysis and discussion in the masterplanning process itself. As a starting point, it should address

matters such as:

The development of a masterplan provides certainty for landowners, decision makers, developers and the community on the future of

Southern Newmarket. It can also be an effective promotional tool to visually communicate the future intentions for the area.


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attachment aTERMS OF REFERENCE

urban design working party terms of reference

1. The working party shall guide the development of a Landscape & Urban Design (L & UD) Framework which will enable urban design issues and opportunities to be part of an integrated design approach to the Newmarket Viaduct replacement project.

2. The working party shall recognise there is a distinction between those matters that that are part of Transit’s capital project and urban design opportunities for greater Newmarket and that whilst some opportunities identified in the L & UD Framework are not part of the Viaduct replacement project, the L & UD Framework shall integrate the Viaduct replacement project in a way that does not preclude their implementation by others.

3. The working party shall provide the forum to give effect to Condition 8.2 of the designation and is the catalyst for developing the L & UD Framework.

4. Compliance with unrelated conditions will be appropriately dealt with through a separate channel/ protocol developed with Auckland City Council.

5. The working party shall maintain an awareness of other major development and infrastructure projects being undertaken in Newmarket – along with statutory initiatives from ACC including the upcoming Plan Change for Newmarket – that may impact on urban design initiatives in the project area.


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attachment bALLIANCE CHARTER

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